Quick-action triple valve



(No Model.) 3 Shets-Shen 1.

W. HIRST. QUIGK ACTION TRIPLE VALVE.

"Patented Ju1 14, 1896 WITNESSES 'INYENTO R MW M do Medal.) 3 Sheets.Sheet 3 I W HIE-ST.

QUICK AQTIORTRIPLB VALVE.

Patented July 14, 1896.

i lllll 1 r R 1 I 1 INVENTOR 0% MW 41m WITNESSES K UN rreo STATES ATENT FMQE.

- WILUAM nuis'r, or 'rmsn'rou, NEW JERSEY.

QU'iCK-ACTiGN ,l'l'iiPLE VALVE v SQEECIFICATION forming part of Letters Patent No. 563,766, dated. July 14:, 1896.

l 7 Application iilfl F o: '"v 2, 18S Serial N ou581,203. (l lo model-i To all whom it may concern:

cylinder is 'rol'nined.

My inmrovemenl'. relates,- pari-icularly', to ihe'i'orm of rciainingwalvo shown and (lollo it known Thai: 1, \YIL'LIAM lll'Rs'l, a oil-L zen oi' lilo linilrui'l Slates, residing: ai'lrenl'on,

in lheoouniyol Mercer mnltitaleol' NewJorsi-y, have invvnlul'l rerl aiu nowam'l useful lmprovomenls in Quick-Action Triple Valves, oi which improvement the following speoiiival ion is'a full and clearilesoripilirm.

'lh e ohjuclpli li yinvention isi'o rov'ule an l1 mnir iir1he"(mammalin of triple rah m aulonmllio llUld-IH'OSHULO brake sysiem. whereby under vermin conditions of 7 survive Lholluid under pressuriin iho hralies -.riho(l in the illeiizors Patent granted me,

llRliLll August 27, 1895, and-nunihered 545,289,

which covers oori'ain improvements in PlGl-r sllro-rolnining valvosliy wliivh, mu'lrrrerlaiu ruml i1 ions,l.he exhausiiolfilluid umlerpressuro from illohrako oylimler is prevented, and which provides moans \vlu-ireliy additional pressure may be supplied to the l- .a!n,--eyim- (liar from lho auxiliary reservoir while the latlor is being: rechargeil'(luring; prolonged nmaiicalio m oi the brakes.

ln tlw'sulrjocL-mal be r set forih in lhe aliovemen'timleil Letters Patent lhe retaining-- valve is opened by a piston, which is necessarily (-losrly fiiftoil in the chamher'in which il-g moves, in prevent leakage. l'oum'l that owing to iho prosonoin all brake apparatus of dirt and sticky matter the pielon cannot be roliocl' upon to work; L'lierefore, l have pruvii'lml,improved inoans'i o open the rolaining-valve wiihout using such closely [ii-led sliding surfaces, and have'also adapted my improv ment to eoiiperaie with the nonautomaiie 1n'rssure-rulaiming valves in genoraluse. To this end I substitute in the place ofi t-hepistonn flexible diaphragm oi pw-uliar l'orln, and have limited the function of the.

, eonsisls of n Siul'im'l of the train-pipe, a triple It has been valve, an auxiliary reservoir, and broke-cylinder. 'lhe motive force of the brake mechanisinpass'os into the triple valve from the imam-pipe and moves the triple \alve info the release position, which is, also the pos? Ion in which the auxiliary reservoir is charged. The pressures in the train-pipe and auxiliary. reservoir are no'rn'ially equal, and are charged 60 to a pressure of seventy poundvper square inch. Ordinary Service applications of illehrakrs are madeby eausingo slightreduction of from twoto five pounds in the trainpipci This destroys the equilibrium of the 65 pressures, and the preponderance being; on the auxiliary reservoir side of-tlie triple-valve piston causes it to move backward into the position to apply the brakes. Communication between the train-pipe and auxiliary reser- 70' voir in then cut oil and aiiasenge opened lielwoon the auxiliary reservoir and the brakeeylinilor. lfreesure then flows from theauxiliary reservoir into the b aka-cylinder, until int-o the latter, sl igli'bly below that in the trainpipe. This moves the triple-valve piston for- \"rard sufficiently to close the graduatingvalve, which closes ihepassagefrom olieanxiliary reservoir to the bra-ke-eylinder.

if it is desired to increase the pressure in lh e brake-cylinder, another similar reduction of pressure in the train-pipe is made. filorelease the brakes the maximum trainpipe pressure is restored, which moves the '85 triple valve int-o iho releaee' position and allows the fluid under pressure izi the brakecylinder to pass om; into the atmosphere.

Ila will be seen by the foregoing that the auxiliary reservoir cannot be recharged with out releasing the brakes, unless the exhaust of the fluid under pressure in the brake oylinder is prevent-oil by some means entsioeof the triple valve. Hence when it is necessary to reehai ge the auxiliary reservoir without 5 releasing ihv brakes, ihv exhaust of pressure .fronrlho brake-oylimler'must boprovenl ed. l attain this object by the improved pressure- 5 retaining valve illustrated in the a'ccompany r ng drawings, in whicli.- Loo ierminatcs in the an enlarged sectional elevation with the valve" in a d iiiierent position, taken on the same plane' as Fig. 2. Fig. 4 is plan of the triple-valve casing with the piston 'and main valve removed, showing the location of my improvement, the plane of which is indicated by the line we: of Fig. 2. Fig. 5 is a broken sectional elevation of certain parts which are slightl y separated. vFig. 6 is' a side elevation of the upper part of the triple-valve body with the retaining-valve in section, showing a dili'ercnt arrangement of the ports.

'lhe train-pipe 'l is connected 'to the triple-,

valve casing which-is bolted to the auxiliary reservoir 3 and the latter to the brakecylinder 4. The passage in the triple valve (shown by the dotted lines in Figs. 2am] (5) is in open emnmunication with the train-pipe l, and also withthe chamber 6, port 7. The easing 80f the retain-ihg-valve is formed i ntegrrally with that of the triple valve 2. In the lower part .of the casing 8 is the chamber-6. One of the walls'of the'ehamher i is formed by the flexible diaphragm l), the edge .of which is held firmly between the eminterbore in the casing 8 and the bushing I). in the circumference. of the bushing 10 is the'annular groove or channel 11,v from which. the ports 12 lead to the chamber 13. In the opening of the chamber 13 on the upper side of the bushing. 10 is formed the valveseat l4. The valve I5 is formed on the stem 11;, which passes through the chamber 13 and alnltment I? on its lower end. The abutment 17 is made to fill that part of the ehamberl-i below the ports 12, to prevent dirt from :ueeumulating between the diaphragm 9 and the bushing 10. The abutment 17 is rounded to conform to the shape of the diaphragm when depressed. The upper end of the valve-stem 16 above the valve slides in the sleeve 24, which is formed 'on the inside of the cap 19 in the' chamber 18. Around the valve-stem 1 6 is coiled thespring 20,whieh is of suffieient valve 15 against a predetermined pressure on the diaphragm .i. 1

The opening in the casing 8 is threaded,- and in the construction shown in Figs. 2 and 3 the cap 19 is screwed tightly down on the bushing 10. The chamber 18 in the interior of the cap is open to the atmosphere through the port 21.

The port 22 is the exhaust-port of the triple valve, through which the-fluid under pressure i'rdm the brake-cylinder is released into the retaining-valve In 'l ig's. 2, 3,an'd 4 this port 22 enters the casing 8 opposite the annular channel 11. I V

In theconstruction,shown in Fig.1. (3 the retaining-valve casin r 8 is lengthened and the bushing 10is screwed in, the outside of the valve-seat 14 being squared for that-purpose. Above the bushing, 10 is the scre\ \'-plug 23, foradjusting'the tension of the spring; 20. The exhaust-port 22 enters the chamber 18 between the screw-plug 23 and the;bushing 1O.

through the strength to close the The outlet-port '21 in this-construetion is on posite the annularehannel ll in the hushing 10. I i

iy Figs. 2 and 3 it will be seen that any pressure that may enter chamber 13 from the brakewylindcr 'will lea-k past the abutment l7, bet ween the ripper side ol'ihe diaphragm {l an he ln'shi'ilg 1U. 'Jhe-etliect'of this is to retard the ope'n'ingiof the retaining-valve to the extent of the pressure in chamber 13- that is to say, that if the-retaining-valve 'eloses al lil'ly pounds, lrain-pipe pressure, it will require as much in addilion to fifty pounds to open the rei'ainingwalve as there is in chamber 13. As this us'ually'does'not exceed ten or fifteen pounds',-the retainingvalve will be raised before the maximum train-pipe pressure is reached In the construction of Fig. (3 no pressure can accumulate between the diaphragm and the bushing: 10, as the chamber 13 is in'open communication with the atmosphere. The brake-cyliin] er pressure entering'chambe'r 18 aii'ects only the comparatively small area of the valve 15, which will not retard the openl-f 0f fl- 'hntvalve to any app reeiable extent. I

The diaphragm 0 of eoneavo-eonv form, slightly flattened at the crown. Being of limited (1 iameter,itsdegree of convexity is made sufficientto permit the closing of the valve 15 without completelyreversing the convex sid This reversion of the diaphragm 9 by the abutment 17 is gradual. -Begin nine: in the center, the depression. extends co'ncentrimlly until the valve 15-is seated, when ho cent ral part assumes the form shown in Fig. 3 and by the dottedline in Fig; 5. The depth of the concave sideof the'diaphragm being equal to the travel of the valve 15, it follows that the, crown is not depressed below the plane of the circumference. Therefore only a partial reversion of the diaphragm takes place. Thus while in the position-when the retaining-valve is closed, Fig. 3, the larger supported by the under side of the bushings, 10, thereby reducing the amount of force to be exerted by the spring in pressing the valve 15 to its seat.

The spring 20 is adjusted to close the retaining-valve at fifty pounds per square inch, trainwpipe pressure. Then, when from prolonged pplieations of the brakes, as in,running grades, the train pipepressure has been repeatedly lowered to causethe triple valve to admit pressure from the auxiliary reservoir to he brain my. inder, and the pressure in the auxiliary reservoir that required to maintain the neeessary pressure in. the brake-cylinder, air is admitted. to

the train-pipe to recharge the auxiliary 1'cser-' voir. The preponderance of pressure onthe train-pipe side of the triple-valve piston then moves the triple valve into the release position and recharges the auxiliary reservoir, and, as the retaining-valve 15 closes at fifty pounds part of the diaphragm will be- ICC woesaao g per square llil'll,th81'8l63$ of fluid under prossm-o from tho brake-cylinder, 't h 'ough iho ii'ipii -'\':1iv0 ia-xiiaiist-port 22 to the atmosphm-o, is provonieil by the leinining-vnlvo 15, uni ii iho full working pressure in the trainpipv is i'osiori-ii. Thus the auxiliary,roomvoir mm bo rwhzwgod up in the amount. at whirl: iho romihing-Volvo is not iomiso.

W i )(II it is (losi rod to roleasoihe brakes, the: Iiorhmi train-pipe pressure is restored vThis; prossm'o extends to the chamber 6; and, acting: on the diaphragm h, raises the obiiimont t7, Wbii-h iiiis ihoroiuining-valve of? its son-i, and allows the fluid undor pressure in the 1noizo-ovlini'lei to pass outfromvtvho triplemlvo oxi'musi-poi't 2'. into ih annular channoi ll, ihon (in tho oonsii'uotion shownby i- :md 13) il x'oiigh ports ii! and chamber 1. 3, info chamhoz' l8, and from ihonoo int-o The :itmosphei'o ihi'ougb iho pori- 2i 4 In Fig: lhibo fluid nnilor'pz'og r ur'o from i he brake-cylinder mm the chamber lii boiwij-on ihc screw-plug: 3-; zmri iho bushing 10.- Fi-om ihoi'o itpasses the Volvo '15 into the chamber 1 3, then through tho poiis l2 intoihe -hannel 11 l, and out inio the atmosphere through the port 2'1. i V

It will be soon that as tho ruinining-valvo does not close iiniil tho irziiiupipo pressure has been reiluc ed io fifty pounds, it iloos'noi'. Tnierfere withlhg prmngmrelmiso of the brakes (luring ordinary service.

I am aware that prior to my invention pressure-retaining valves have been operated by flexible diaphragms exposed to train-pipe pressure. I therefore do not claim the same, broadly, bufithe construction of these prior devices is such as to require asepamt-e and distinct body or shell having the neoesszu'y communication with the triple valve and: '40,

other elomonts of the brake system through pipe connections.

It will ho soon that myimproved prossutie- V retaining valve is adapted to be a part oflfihe boiiy Ol'fihtll of the triple valve, thus making a compact and economic-ally-oonotrncted device having the connections necessary for its operation through tho triple \il-v.

Having; fully described my im novemont,

what I claim as new, hurl desire to Seoul-e by Letters Patent, is-

In on h'iitomzxtic fluid-pressure broke Systom,'a qnickmotion triple valve proviile wit-h a. pi'essui-e-rotziinin g valve having the combination of chzunbez-u in communication with the i win-pipe and brake-cylinder respectivelyflho flexible diaphragm 1), the bushing 10, the valve 15, and meansfor adjusting the spring-pressure on ho val vo, substantially as 

